Internal combustion engine



Feb. 6, 1934- J. BRAUNWALDER INTERNAL COMBUSTION ENGINE Filed June 16. 1930 2 Sheets-Sheet 1 INVENTOR.

R [j 11 L 12 14 Feb. 6, 1934. J. BRAUNWALDER 1,945,727

INTERNAL COMBUSTION ENGINE F iled June 16. 1930 2 Sheets-Sheet 2 INVENTOR.

Patented Feb. 6, 1934 UNITE 1,945,727 7 INTERNAL COMBUSTION ENGINE John Braunwalder, Los Angeles, cam.

Application June 16,1930. Serial No. 461,360 g 2 Claims.

My invenion relates to devices adapted to create power from the combustion of liquid or gaseous fuel, and the object thereof is to produce an internal combustion engine in which a plurality of expansion cylinders may be so grouped as to create a perfectly balanced unit and of simple construction.

A further object is to produce an internal combustion engine in which a single rotary port valve may accomplish all functions of inlet and exhaust control for the entire group of expansion cylinders.

A further object is to provide convenient means by which a plurality of similar groups of internal combustion cylinders may be assembled as a power unit.

These and other objects are attained by'the devices shown in the illustrations, in which Fig. 1 of Sheet 1, represents a longitudinal section of a group of expansion cylinders.

Fig. 2 of Sheet 1, shows a plan view of said group of expansion cylinders.

Fig. 3 of Sheet 1 shows a sectional view taken on 3-3 of Fig. 2, of an intake and exhaust manifold with section of the rotary valve.

Fig. 4 of Sheet 2 shows a plan section on line 4-4 of Fig. 1. Fig. 5 of Sheet 2 shows a pair of adiacentexpansion cylinders in section, and is taken on line 55 of Fig. 4.

Referring to Fig. 2 of Sheet 1, A, B, C, and D designate respectively the four expansion cylinders which are grouped symmetrically about" a central master shaft E.

Each of said expansion cylinders is fitted with in turn operate in usual. manner the crank shaft H.

Each of said expansioncylinders is secured to 'a crank case J which are secured to the central housing K by the bolts 7'1.

The central housing K has formed to the lower portion thereof a tubular chamber L in which a drive shaft M is rotatably mounted in bearings 11 and 12 which are in turn supported in the tubular chamber L by the bearing supports 13 and 14 respectively.

Each crank case J is provided with the bearings :i2 and 7'3 in which the crank shaft H is adapted to rotate.

To the inner end of each of said crank shafts H is secured a bevel pinion N which are adapted to mesh with the master bevel gear P which is secured to the master shaftE.

The central master shaft E is rotatably supportedin the bearing e1 which is mounted in the the usual piston F and connecting rod G, which housing cover k1 and in the bearing e2 which is mounted in the bearing flange k2 of the central housing K.

Secured to the lower end of the'central master shaft E is a bevel pinion Q'which is adapted to mesh with the bevel gear R which is secured to the drive shaft M and provides means for rotating same.

The upper end of the central master shaft E extends above the housing cover k1 and provides means for rotating a port valve S which is adapted to rotate within an intake and exhaust manifold T which is suitably connected to each of the internal combustion cylinders A, B, C, and D.

Port holes t2 form a passage for gases from the internal combustion cylinders to the port valve S which is provided with the port cavity s1 which is adapted to register with the port hole t2 and with the port hole t3 which connects with the exhaust duct t4, and the port cavity s2 which is adapted to register with the port hole t2 and the port hole t5 which connects with the intake duct t6.

An exhaust pipe t7, which is connected to the exhaust duct t4 by the bolts t8, as shown in Fig. 3 of Sheet 1, forms means for disposing of exhaust gases, while the intake pipe t9, which is connected to the .intake duct t6, may be supplied with a gas mixture from a carburetor or the like.

The port valve S is preferably formed with a taper seat s3 and continuous tight contact with the intake and exhaust manifold T is made by a compression spring s4 which bears at its lower end against a seat 35 and at its upper end against the shaft collar e3 which is adjustably threaded on the central master shaft E.

A thrust bearing s6 which surrounds the central master shaft E just below the port valve S, is adapted to make contact with the seat s7 of the port valve S, and a forked lever s8, which is mounted on the pin s9 to the lugs tlO, which extend downwardly from the intake and exhaust manifold T, forms a means for lifting said port ,valve for inspection or removal.

A timer U of usual form, which is mounted on the upper extension of the central master-shaft E, provides means for; firing the gas charge in the internal combustion cylinders, by means of the connecting wires ul and the spark plug u2.

As is illustrated in Figures 4 and 5, which show the operating parts of the internal combustion cylinders in approximately midstroke, it will be seen that the movement of all parts is exactly opposite, in balance and direction, on opposite sides of the central master shaft E, thus reducing vibration to a minimum.

The direction of movement is shown by arrows. The pinions N are exactly half in diameter as that of the master bevel gear P, thus making the rotation of the master shaft E exactly onehalf that of the crank shafts H.

One end' of the chamber L, in which the drive shaft M rotates, is provided with a connection flange 15, which connects with a similar flange a of another similar engine unit by means of bolts 16, thus providing means for connecting a series of engine units which may each operate the drive shaft M similarly, and serve to steady central housing, a pinion mounted on each of said crankshafts adapted to mesh with the master gear on said mastershaft, one end of said mastershaft adapted to operate a valve, a pinion secured to the other end of said mastershaft adapted to mesh with and rotate a gear secured to drive a shaft, said drive shaft rotatably mounted at right angles to said master shaft within a series of connected tubular chambers, each tubular chamber connected to a central housing, a series of engine units as above described adapted to operate said drive shaft.

2. In an internal combustion engine, a series of central housings of rectangular form, a mastershaft rotatably mounted in each, a plurality of individual internal combustion engines connected each to a side of the central housing, and adapted to rotate the mastershaft therein, said series of central housings provided with tubular chambers at right angles to said mastershaft, said tubular'chambers connected end to end, a drive shaft rotatably mounted therein and adapted to be rotated through suitable gearing by said mastershafts.

JOHN BRAUNWALDER. 

